Switch.



J E. SARTOR 61; W. HITESMAN.

SWITCH.

APPLICATION TILED APR. 28. 1909.

Patented Jan. 25, 1910.

WH WQ WWW rag 1L2; for? Ffi'inesses W 63 I dwfii JOSEPH E. SARTOR ANDWILLIAM HITESMAN, OF CINCINNATI, OHIO.

SWITCH.

Specification of Letters Patent.

Application filed April 28, 1909.

Patented Jan. 25, 1910.

Serial No. 492,749.

T 0 all whom it may concern:

Be it known that we, Josnrr-r E. San'ron and VILLIAM I-lrrnsnan, bothcitizens of the United States, and residents of the city of Cincinnati,in the county of Hamilton and State of Ohio, have invented certain newand useful Improvements in Switches, of which the following is aspecification.

Our invention relates more particularly to that class of switches knownon the Ameri can railways as a split switch.

One feature of our invention has to do with a novel arrangement inposition of one of the switch rails of the switch and of a lengtheningof the opposite switch rail.

Our invention further relates to an enlargement of a tie bar brace andto a novel and useful construction of the same.

These and other features of our invention will be hereinafter fully setforth.

The several features of our invention and the various advantagesresulting from their use conjointly or otherwise will be apparent fromthe following description and claims.

In the accompanying drawings making a part of this specification, and inwhich similar characters of reference indicate correspondingparts,-Figure l is a view in perspective of a rail and of the guard railand of our improved safety blocks combined. Fig. 2 is a View inperspective of one of our safety blocks. Fig. 3 is a view, partly inperspective and partly in section, of the combination of a rail, and aguard rail and one of our safety blocks combined, the section beingtaken in the plane of the dotted line 3, 3, of Fig. 1. Fig. 4 representsa plan of a track and accompaniments, illustrating our improved switchand including our safety blocks in position. Fig. 5 is a top view ofeither one of the safety blocks.

\Ve will now proceed to describe our invention in detail.

lVe have invented an improvement in what is technically known as a splitswitch, now in service on American railways.

One feature of our invention consists in changing the position of one ofthe switch rails and also by lengthening the said switch rail, accordingto its position. The pre ferred increase of length will vary from twelveinches to eighteen inches as the conditions demand. This said switchrail A is located on the opposite side of the track from the shorterswitch rail B, and from what is known as the stock rail E. The twoswitch rails A and B are connected by tie bars, respectively marked Oand l). The tie bar C we provide with an arm C which extends forwardalong the rail switch A, and. serves to strengthen the tapering terminalportion A of this switch rail A in an ad vantageous manner. This arm Oof the tie bar O is connected to the rail, preferably by an angle ironC, and a series of bolts O" extending through the latter and into thesaid arm C and another series of bolts C extending through the saidangle iron and into the said switch rail A. This tie bar C is connectedto the short switch rail B, and the preferred means of such connectionis an angle iron C, united by bolt C to the said short switch rail B,and by bolt 0 to the tie bar C. Holes C are preferably present in thetie bar C. By changing the bolt C from one to another of these holes,the distance between the long switch rail A and the short switch railcan be increased or diminished as may be necessary.

The tie bar 1.) is connected to the long switch rail A, preferably by anangle iron 1) A bolt 1)" connects the latter to the said long switchrail A. A bolt I) connects the angle iron I) to the tie bar D. This tiebar I) is connected to the short switch rail B by an angle iron D. Thelatter is connected to the said short switch rail by a bolt D, and isconnected to the tie bar 1) by a bolt B A series of holes l) arepreterabl y present in the tie bar .I). By changing the position of theadjacent bolt from one hole to another, distance of the short switch Bfrom the long switch A can be varied. Motion is imparted to the switchpreferably by a bar b connected at one end to the tie bar C, and at theother end to a suitable switch lever not herein shown but wellunderstood.

It will be understood that at a proper point at the left of Fig. 41-,the long switch rail A is pivoted so as to allow it to move to and fromthe straight rail F. Also the short switch rail B is pivoted at theleft, so as to allow it to move toward and away from the stock rail 1G.The pivotal connections between the tie bars and these rails to whichthey are connected allow any necessary pivotal movement of either orboth of the said rails relative to the said tie bars. The shorter switchrail B is placed in service in the track opposite the long switch railA,and when against the stock rail E occupies a position wherein its lengthis parallel to the length of that portion E of the stock rail E which isimmediately in front of the short switch rail point. These two rails Band E then form part of the main track. The stock rail E has a short orcomparatively abrupt bend in it, forming a curve which leads off fromthe main track and constitutes a part of the turn-out or siding track.The stock rail is placed in service in the track in a position. Thisbend E of the stock rail begins at a point ust opposite the free end Bof the short switch rail point. Such bend is to be from twelve toeighteen inches or more, if necessary. The bend E in the stock rail Eguards and protects the short rail point or tapered terminal portion ofthe short switch rail B. This protection of the switch rail makes itsafe for traffic to pass over the said switch point B when the saidswitch rail is thrown into proper position and a railroad car to remainon the main track. e preferably provide therefor a guard rail. Thepreferred construction of this guard rail, which construction is also afeature of our invention, formsin combination with the features ofinvention already described, a switch of great durability and safety.This guard rail H is five feet in length, or longer, at the option ofthe builder. It should not be less than five feet in length. This guardrail H is bent at both ends to one and the same side. Thus, as shown inFig. 4, each end portion H is bent away from the stock rail E. hen inproper position, shown, there is an open space K between the said guardrail H and the main track (stock) rail E. At the ends of said guard railH, as we construct it and locate it, the space between each of the saidterminal points of the ends H H and the stock rail E is five incheswide, tapering to a space one and three fourth inches wide where thebend H ends in the straight portion H of this guard rail H. Obviouslythe space K between the straight main portion H of this guard rail andthe main track is one and three quarter inches. The said guard rail H isplaced in service in the track alongside of the stock rail E, and itsmain portion H parallel to the stock rail E, and a part of it isopposite the said long switch terminal portion A This said guard rail His for the purpose of protecting, and it does protect the long switchrail point A This protection makes it safe for railroad cars, passengerand freight cars, loaded or otherwise, to safely pass over this longswitch rail point A when the switch is in proper position for theturn-out or siding, consisting of the part A, A then close against themain rail F and. the track rail E (E and E the short switch rail point Bbeing at a distance from the rail E. This guard rail H is reinforced bytwo safety blocks, respectively marked M. The latter are of a wedgeshape, and we add these to the solid guard rail. These safety blocks M,M are placed in service. One of these blocks M is located in the spaceat one end portion of the guard rail between the said guard rail and themain track (stock) rail E. The other of these blocks M is lo cated inthe space at the other end of the guard rail and between the said guardrail and the said main track E.

For the sake of economy and lightness, each safety block M can be casthollow. Each block M is provided at each side near the base with arecess M Each recess M is adapted to receive the adjacent edge of thefoot of the adjacent rail. Thusv the foot piece H of the rail H entersone of these recesses N 2 of the safety block M and the foot piece Eenters the other one of these recesses M of the safety block M. Therecesses M are shaped so as to well fit those adjoining foot portions ofthe rails which enter therein. The safety blocktherefore has a broadbase lv 3 connected to the upper portion of the block by a neck M Thatside M of the block M which is next to the main rail E is straight,while that side M which is next to the guard rail H is inclined andpreferably somewhat curved. This shape adapts each block M to be readilyfitted into the space it occupies between the main rail E and the guardrail H. Each safety block M is held in place by rivets or bolts N, whichextend through the web of one rail and through the safety block M andthrough the web of the other rail. In. case the se curing devices arebolts, nuts N will be present on the bolts, substantially as shown inFig. 3. The outer end of each block is preferably beveled off and downforming the beveled end M In that side M of the block M which is next tothe rail E, the groove IV 2 is extended for the whole length of theblock, and therefore extends along below the bevel M On the other side,namely: the side M, the groove M preferably ceases below where thebeveled end begins above, namely: in the plane of the surface M Theblock M fills the space between the rails up to the tread portion T ofeach rail for the entire distance between the bent por tion H of theguard rail and the opposite portion of the stock rail E. This safetyblock M not only holds the guard rail H steady relatively to the stockrail E and thereby increases the safety, durability and efiiciency ofthe switch, but it prevents the foot of the person crossing the track atsuch places, or being on the track, from being caught between the guardrail and the main (stock) rail. To those only who are unacquainted withrailroading is it necessary to state that the foot of one passing overthe track is very often caught between the guard rail and the adjacentmain rail. In such event, often the one so caught has to cut his shoe,more often cut off the shoe sole to liberate his foot. Sometimes the onethus caught in the rails is compelled when an oncoming train reaches himbefore he can extract his foot to throw himself to one side and thetrain wheels crush off his foot.

When in proper position, the safety blocks will protect the guard railfrom being overturned or otherwise pressed out of position. Hence thosederailments at the switch, which sometimes occur where no guard rail isused will, by the above means, be n evented.

Only the very general and brief following description of the operationof this switch is necessary, viz.: \Vhen the switch is in the positionshown in Fig. 4, the switch is set for the main straight track. To setthe switch for the curved track, as the train is running from right toleft, the tie bar C is moved forward toward the main rail F. Then thepoint A of the long switch ail of track A will come close against therail F, and the point B of the short switch rail 15 will be away fromthe rail portion E" of the stock rail E. Then the oncoming train willpass onto the track A, E, and move along on the curve. The guard rail Hwill prevent the flanges of wheels on track F from digging into orinjuring the rail point A or from displacing it, and will thereforepreserve it from injury and also prevent the train from a possiblederailment.

The aforementioned combination is economic in service, and contributesto advance traffic, eliminate friction to av great extent, andperpetuate the long switch rail in good working condition.

In practice, the bottom of each wedge block will be let down into thebed of the track, and if a cross tic or platform is there present, thisbottom of the wedge block will be set down therein. The bed or tie orplatform is hollowed out or cut down to let the wedge block down intoposition. This position of the bottom of the wedge block is illustratedin Fig. 3. In the illustration of the guard rail of Fig. 1, this guardrail is shortened, in order to bring its ends within the limits of thedrawing. In practice, this guard rail will be much longer. Its properlength relative to its width and of the parts with which it is combinedis well shown in Fig. -il-.

hat we claim as new, and of our invention and desire to secure byLetters Patent, .is:

'1. In a railroad switch, a straight track rail, and an opposite stockrail curved from the point where it serves as a part of the curvedtrack, a short switch rail having a tapering end portion adapted to bemoved against the stock rail the first part of its curve, the shortswitch rail when thus brought against the stock rail constituting aportion of the main straight track, and the long switch rall whose cudtapers and is adapted to lit a 'aiust the lirst aforementioned straighttrack rail, when the curved track is to be used, and which long switchrail point projects along the track to a dis tancc beyoi'nl the point ofthe short switch rail, and a guard rail on the track and near to andparallel with the straight portion of the stock rail, and having itsends bent away from the said stock rail. one end of this rail being nearthe point of the tapered cud of the short switch rail, the midlength ofthis guard rail being opposite the end of the tapered portion of thelong switch rail, substantially as and for the purpo es spccilied.

In a railroad switch, a straight track rail, and an opposite stock railcurved from the point where it serves as a part of the curved track. ashort switch rail having a tapering end portion adapted to be movedagainst the stock rail the first part of its curve, the short switchrail when thus brought against the stock rail constituting a portion ofthe main straight track, amt the long switch rail whose end tapers andis adapted to lit against the first aforementioned straight track rail,when the curved track is to be used, and which long switch rail pointprojects along the track to a distance beyond the point of the shortswitch rail, and a guard rail on the track and near to and parallel withthe straight: portion of the stock rail, and having its ends bent awayfrom the said stock rail, one end of this rail being near the point ofthe tapered end of the short switch rail, the midlength of this guardrail being opposite the end of the tapered portion of the long switchrail, and wedge safety blocks in the guard rail, one at each end portionof the guard rail. substantially as and for the purposes specified.

3. In combination with a switch and a guard rail opposite the long pointthereof, the end portions of the guard rail being bent away from theadjacent track rail, the safety blocks, each block in the shape of awedge straight on one side and the other side being inclined in a curve,these blocks respectively located between said rails at the respectiveend portions of the guard rail, each block provided at each side with agroove, in which is received the foot of the adjacent rail, the top ofthe wedge block being immediately below the tread flange of the rail,substantially as and for the purposes specified.

1. In combinz'ltion with a switch and a guard rail opposite the longpoint thereof, the end portions of the guard rail being bentaway fromthe adjacent track rail, the safety blocks, each block in the shape of awedge straight on one side and the other side being inclined, theseblocks respectively located between said rails at the respective endportions of the guard rail, each block provided at each side with agroove, in which is received the foot of the adjacent rail, the top ofthe wedge block being immediately below the tread of the flange of therail, substantially as and for the purposes specified.

In combination with a switch and a guard rail opposite the long pointthereof, the end portions of the guard rail being bent away from theadjacent track rail, the safety blocks, each block in the shape of awedge straight on one side and the other side being inclined, theseblocks respectively located between said rails at the respective endportions of the guard rail, each block provided at each side with agroove, in which is received the foot of the adjacent rail, the top ofthe wedge block being immediately below the tread of the flange of therail, and the outer end portion of the block beveled from the topdownward, substantially as and for the purposes specified.

6. The combination of a switch, a guard rail opposite the long point ofthe switch, the end portions of the guard rail being bent away from theadjacent traclcrail, a wedge safety block, inserted between the guardrail and the adjacent main track rail, said block provided near its basewith a groove adapted to receive the adjacent foot portion of theadjacent rail, one side of the block being straight, the other sidebeing inclined, the

top of the block when in place being substantially in the plane of theunder side of the flange tread of the rails, the top of the block nearthe broad end portion of the block being beveled down to the end,substantially gs illld for the purposes herein before speci- 7. Thecombination of a switch, a guard rail opposite the long point of theswitch, the end portions of the guard rail being bent away from theadjacent track-rail, a wedge safety block, inserted between the guardrail and the adjacent main track rail, said block provided near its basewith a groove adapted to receive the adjacent foot portion of theadjacent rail, one side of the block being straight, the other sidebeing inclined, the top of the block when in place being sub stantiallyin the plane of the under side of the flange tread of the rails, the topof the block near the broad end portion of the block being beveled downto the end, the said groove in the inclined side of the block stoppingshort of said broad end, substantially as and for the purposes hereinbefore specified.

JOSEPH E. SARTOR. WILLIAM HITESMAN. Attest:

JOHN E. FITZPATRICK, K. SMITH.

